US8943799B2 - Control device for internal combustion engine - Google Patents

Control device for internal combustion engine Download PDF

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US8943799B2
US8943799B2 US13/884,983 US201113884983A US8943799B2 US 8943799 B2 US8943799 B2 US 8943799B2 US 201113884983 A US201113884983 A US 201113884983A US 8943799 B2 US8943799 B2 US 8943799B2
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sensor output
output
sensor
fuel ratio
storage capacity
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US20130291521A1 (en
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Takanori Sasaki
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Toyota Motor Corp
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Toyota Motor Corp
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N27/00—Investigating or analysing materials by the use of electric, electrochemical, or magnetic means
    • G01N27/26—Investigating or analysing materials by the use of electric, electrochemical, or magnetic means by investigating electrochemical variables; by using electrolysis or electrophoresis
    • G01N27/403—Cells and electrode assemblies
    • G01N27/406—Cells and probes with solid electrolytes
    • G01N27/407—Cells and probes with solid electrolytes for investigating or analysing gases
    • G01N27/409—Oxygen concentration cells
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0816—Oxygen storage capacity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2474—Characteristics of sensors

Definitions

  • the present invention relates to a control device for an internal combustion engine, and more particularly to a control device for an internal combustion engine that has an exhaust gas sensor in which an exhaust gas-side electrode of a sensor element is covered with a catalyst layer.
  • An air-fuel ratio control device has already been proposed that is equipped with an O 2 sensor in which an exhaust gas-side electrode of a sensor element is covered with a catalyst layer, as disclosed, for example, in Japanese Patent Laid-Open No. 11-247687.
  • the exhaust gas-side electrode is formed on a surface of the sensor element of the O 2 sensor, and the exhaust gas-side electrode is covered by a catalyst, layer that removes hydrogen by a catalytic reaction.
  • oxygen (O 2 ) and hydrogen (H 2 ) cause an oxidation reaction at an exhaust gas-side electrode.
  • H 2 has a higher rate of gas diffusion than O 2
  • H 2 is more widely diffused than O 2 . Consequently, even if the exhaust gas components are in a stoichiometric ratio, a H 2 -rich atmosphere is generated in the vicinity of the electrode. In such case, since the output of the O 2 sensor does not change suddenly unless the components of the exhaust gas become leaner than the stoichiometric ratio, the relationship between the air purification rata and the sensor output shifts to the lean side.
  • the detection accuracy is extremely high and the robustness at a time of engine control is also high, and hence precise air-fuel ratio control can be performed.
  • the sensor output straddles the theoretical air-fuel ratio (stoichiometric ratio) to transition from lean to rich or from rich to lean, in some cases a phenomenon occurs whereby the sensor output stagnates in the vicinity of the theoretical air-fuel ratio.
  • This situation is attributable to a phenomenon whereby an OSC material such as ceria that is included in the catalyst layer stores oxygen under a lean atmosphere and releases oxygen under a rich atmosphere, or a phenomenon whereby a noble metal included in the catalyst layer oxidizes under a lean atmosphere and is reduced under a rich atmosphere. Accordingly, when air-fuel ratio control is executed based on this kind of sensor output, there is a risk that emissions or OBD will be adversely affected.
  • the present invention has been conceived to solve the above described problems, and an object of the present invention is to provide a control device for an internal combustion engine that can effectively correct an output deviation in the vicinity of a theoretical air-fuel ratio in an exhaust gas sensor in which an exhaust gas-side electrode of a sensor element is covered with a catalyst layer.
  • a control device for an internal combustion engine comprising:
  • an exhaust gas sensor that is arranged in an exhaust passage of an internal combustion engine, and includes a sensor element comprising a solid electrolyte in which an atmosphere-side electrode is formed on one side surface and an exhaust gas-side electrode is formed on another side surface, and a catalyst layer that covers the exhaust gas-side electrode;
  • oxygen storage capacity acquisition means that, based on a sensor output, of the exhaust gas sensor, acquires an oxygen storage capacity that represents a capacity of the catalyst layer to store or release oxygen;
  • correction means that, when the oxygen storage capacity is higher than a predetermined value and the sensor output is in a predetermined range in a vicinity of a theoretical air-fuel ratio, executes a correction operation that corrects the sensor output.
  • the control device for an internal combustion engine as described in the first aspect, wherein, as the oxygen storage capacity, the oxygen storage capacity acquisition means acquires a value obtained by integrating a product of a deviation amount, of the sensor output with respect to a theoretical air-fuel ratio and a dwell time thereof.
  • control device for an internal combustion engine as described in the first or second aspect, further comprising:
  • the correction means executes the correction operation when the oxygen storage capacity is higher than a predetermined value, the sensor output is in a predetermined range in a vicinity of a theoretical air-fuel ratio, and a rate of change in the sensor output is less than a predetermined value.
  • control device for an internal combustion engine as described in any one of the first to third aspects, further comprising setting means that sets a correction period in which the correction operation is performed, in accordance with the oxygen storage capacity.
  • control device for an internal combustion engine as described in any one of the first to fourth aspects, further comprising:
  • heating control means that, when executing the correction operation, controls the heater so that the sensor element becomes a higher temperature than the predetermined activation temperature.
  • control device for an internal combustion engine as described in any one of the first to fifth aspects, further comprising:
  • output stagnation time period acquisition means that acquires an output stagnation time period from a time that the correction operation starts until a time that the sensor output tracks an actual air-fuel ratio change
  • deterioration determination means that, when the correction period is longer than the output stagnation time period, determines that there is deterioration of the catalyst layer in the exhaust gas sensor.
  • a sensor output is corrected in a case where an oxygen storage capacity of a catalyst layer that is calculated based on the sensor output is higher than a predetermined value and the sensor-output is within a predetermined range in the vicinity of the stoichiometric ratio. Therefore, according to the present invention, since the timing at which the sensor output begins to stagnate can be effectively identified and a correction operation can be executed, the occurrence of a situation in which a sensor output in which an output deviation has arisen is used can be effectively suppressed.
  • an oxygen storage capacity is calculated as a sum total of the product of a deviation amount of a sensor output with respect to a theoretical air-fuel ratio and a dwell time thereof. Therefore, according to the present invention, a value in which the capacity of the catalyst layer to store or release oxygen is effectively reflected can be calculated as the oxygen storage capacity.
  • a sensor output is corrected in a case where, in addition to when an oxygen storage capacity of a catalyst layer that is calculated based on the sensor output is higher than a predetermined value and the sensor output is within a predetermined range in the vicinity of the stoichiometric ratio, a rate of change in the sensor output is also less than, a predetermined value. Therefore, according to the present invention, a timing at which the sensor output begins to stagnate can be identified with even higher accuracy.
  • a correction period in which a correction operation is performed is set in accordance with the oxygen storage capacity of the catalyst layer.
  • the exhaust gas sensor element when executing correction of the sensor output of an exhaust gas sensor, the exhaust gas sensor element is heated to a higher temperature than a predetermined activation temperature. Consequently, according to the present invention, since the sensor activity can be enhanced when correcting the sensor output of the exhaust gas sensor, recovery from a state of output stagnation can be achieved at an early stage.
  • the sixth invention when a correction period in which a correction operation is performed that was set based on the oxygen storage capacity of the catalyst layer is longer than the actual period in which the sensor output stagnated in the vicinity of the stoichiometric ratio, it means that the actual oxygen storage capacity is lower than the calculated value. Therefore, according to the present invention, deterioration of the exhaust gas sensor can be effectively determined based on the relationship between a correction period in which a correction operation is performed and an output stagnation time period.
  • FIG. 1 is a view for describing a hardware configuration of Embodiment 1 of the present invention.
  • FIG. 2 is a view for describing the configuration of the air-fuel ratio sensor used in Embodiment 1 of the present invention.
  • FIG. 3 is a view in which the sensor output, of the air-fuel ratio sensor equipped with a catalyst layer and an air-fuel ratio sensor that is not equipped with a catalyst layer are compared.
  • FIG. 4 is a view for describing a method of correcting the sensor output.
  • FIG. 5 is a flowchart of a routine that the ECU executes according to Embodiment 1.
  • FIG. 6 is a view that illustrates the relationship of the oxygen storage capacity with respect to an integrated value of ⁇ A/F ⁇ dwell time.
  • FIG. 7 is a flowchart of a routine that the ECU executes according to Embodiment 2.
  • FIG. 8 is a flowchart of a routine that the ECU executes according to Embodiment 3.
  • FIG. 1 is a view for describing a hardware configuration of Embodiment 1 of the present invention.
  • a system of the present embodiment includes an internal combustion engine 10 .
  • an intake passage 12 and an exhaust passage 14 communicate with each other.
  • An air flow meter 16 that detects an intake air amount Ga is arranged in the intake passage 12 .
  • An injector 18 for injecting fuel into an intake port is arranged in each cylinder of the internal combustion engine 10 .
  • An exhaust purification catalyst 20 (hereunder, also referred to as simply “catalyst”) is arranged in the exhaust passage 14 of the internal combustion engine 10 .
  • the catalyst 20 is a three-way catalyst, and simultaneously removes CO, HC (hydrocarbon) and NOx, which are harmful components contained in exhaust gas, in the vicinity of the theoretical air-fuel ratio.
  • An air-fuel ratio sensor (A/F sensor) 22 with a catalyst is arranged on the upstream side of the catalyst 20 in the exhaust passage 14 .
  • the air-fuel ratio sensor 22 linearly detects an oxygen concentration contained in exhaust gas, and detects an air-fuel ratio of an air-fuel mixture combusted in the internal combustion engine 10 based on an oxygen concentration in exhaust gas that flows into the catalyst 20 .
  • the configuration of the air-fuel ratio sensor 22 is described in detail later.
  • the apparatus of the present embodiment includes an ECU (Electronic Control Unit) 30 .
  • ECU Electronic Control Unit
  • Various sensors such as the above described air-fuel ratio sensor 22 and the injector 18 and the like are connected to the ECU 30 .
  • the ECU 30 controls the operating state of the internal combustion engine 10 based on the outputs of the sensors.
  • FIG. 2 is a view for describing the configuration of the air-fuel ratio sensor 22 used in Embodiment 1 of the present invention.
  • the air-fuel ratio sensor 22 shown in FIG. 2 is arranged in the exhaust passage 14 of the internal combustion engine 10 .
  • the air-fuel ratio sensor 22 is used for detecting, on the upstream side of the catalyst 20 , an air-fuel ratio of exhaust gas that is to be discharged from the internal combustion engine 10 .
  • the air-fuel ratio sensor 22 includes a cover 32 .
  • the cover 32 is installed in the exhaust passage 14 so as to be exposed to exhaust gas.
  • a hole (not shown) for guiding exhaust gas into the inside of the cover 32 is formed in the cover 32 .
  • a sensor element 34 is arranged inside the cover 32 .
  • the sensor element 34 has a tubular structure in which one end (the lower end in FIG. 2 ) is closed.
  • the external surface of the tubular structure is covered with a diffusion resistance layer 36 .
  • the diffusion resistance layer 36 is a heat-resistant porous material such as alumina, and has an action that regulates a rate of diffusion of exhaust gas in the vicinity of the surface of the sensor element 34 .
  • the external surface of the diffusion resistance layer 36 is covered with a catalyst layer 38 .
  • a catalytic metal such as platinum and rhodium is carried on a base material such as alumina.
  • the catalyst layer 38 is covered with a protective layer 40 for protecting the catalyst layer 38 .
  • the protective layer 40 is constituted by a heat-resistant porous material such as alumina.
  • An exhaust gas-side electrode 42 , a solid electrolyte layer 44 and an atmosphere-side electrode 46 are provided inside the diffusion resistance layer 36 .
  • the exhaust gas-side electrode 42 and the atmosphere-side electrode 46 are composed of a highly catalytic noble metal such as Pt, and are each electrically connected to a control circuit that is described later.
  • the solid electrolyte layer 44 is a sintered body containing ZrO 2 or the like, and permits the conduction of oxygen ions.
  • An atmospheric chamber 48 that is opened to the atmosphere is formed inside the sensor element 34 .
  • a heater 50 for heating the sensor element 34 is arranged in the atmospheric chamber 48 .
  • the sensor element 34 exhibits a stable output characteristic at an activation temperature of approximately 400° C.
  • the heater 50 is electrically connected to a control circuit, and is capable of heating the sensor element 34 to a suitable temperature and maintaining the sensor element 34 at that temperature.
  • Feedback control of an air-fuel ratio is performed in the internal combustion engine 10 of the present embodiment. More specifically, based on an output signal of the air-fuel ratio sensor 22 , main feedback control is performed that controls a fuel injection amount that is injected from each injector 18 so that the actual air-fuel ratio matches a target air-fuel ratio. If the main feedback control is performed normally, the actual air-fuel ratio can always be controlled in the vicinity of the target air-fuel ratio, and a deterioration in emissions can be effectively suppressed.
  • oxygen (O 2 ) and hydrogen (H 2 ) diffuse inside the diffusion resistance layer and cause an oxidation reaction at an exhaust gas-side electrode.
  • hydrogen has a higher rate of gas diffusion than oxygen
  • the hydrogen diffuses more widely than the oxygen. Consequently, even if the exhaust gas components are in a stoichiometric ratio, a hydrogen-rich atmosphere is generated in the vicinity of the electrode. In such case, since the output of the air-fuel ratio sensor deviates to the rich output side, the air-fuel ratio also deviates to the rich side.
  • FIG. 3 is a view in which the sensor output of the air-fuel ratio sensor equipped with a catalyst layer and an air-fuel ratio sensor that is not equipped with a catalyst layer are compared.
  • the sensor output in the case of the air-fuel ratio sensor equipped with the catalyst layer, when the sensor output straddles the theoretical air-fuel ratio (stoichiometric ratio) to transition from lean to rich, the sensor output stagnates temporarily in the vicinity of the theoretical air-fuel ratio.
  • an OSC material such as ceria that is included in the catalyst layer 38 stores oxygen under a lean atmosphere and releases oxygen under a rich atmosphere, or because a noble metal oxidized under a lean atmosphere is reduced under a rich atmosphere.
  • air-fuel ratio control is executed based on this sensor output, there is a risk that emissions or OBD will be adversely affected.
  • FIG. 4 is a view for describing a method of correcting the sensor output. Note that, although in the description hereunder, as shown in FIG. 4 , an example is described in which the sensor output-straddles the stoichiometric ratio to transition from lean to rich, in a case where the sensor output straddles the stoichiometric ratio to transition from rich to lean, it is sufficient to execute control in the same manner as described hereunder with the exception that the terms “rich” and “lean” are interchanged with each other.
  • stagnation of the sensor output in the vicinity of the stoichiometric ratio occurs in a case where the catalyst layer 38 stores oxygen, in other words, when noble metal in the catalyst layer 38 is oxidised.
  • the degree of oxidation of the noble metal is influenced by the degree of leanness of the atmosphere to which the catalyst layer 38 is exposed and the dwell time.
  • an integrated value of the product of a deviation amount ⁇ A/F of the sensor output from the theoretical air-fuel ratio and the dwell time thereof is defined as an oxygen storage capacity, and the oxygen storage capacity is used, as an index for determining whether or not stagnation of the sensor output occurs. More specifically, for example, a time when the sensor output changed from lean to the vicinity of the stoichiometric ratio in a state where the oxygen storage capacity of the catalyst layer 38 is greater than or equal to a predetermined value can be identified as the timing at which the sensor output begins to stagnate.
  • Correction of the sensor output Otn is executed after the timing at which stagnation of the sensor output starts is identified.
  • the correction method for example, an actual change in the air-fuel ratio is identified based on the sensor output up to the timing at which stagnation of the sensor output starts, and the actual change in the air-fuel ratio can be used as an identified output Ptn.
  • FIG. 5 is a flowchart of a routine that the ECU 30 executes according to Embodiment 1.
  • the ECU 30 acquires the sensor output Otn (air-fuel ratio) of the air-fuel ratio sensor 22 (step 100 ).
  • the ECU 30 calculates the oxygen storage capacity of the catalyst layer 38 (step 102 ).
  • the integrated value is calculated as an oxygen storage capacity.
  • the ECU 30 determines whether or not the oxygen storage capacity is greater than or equal to a predetermined value (step 104 ).
  • a predetermined value a value is used that is previously set as a value that indicates that oxygen of a level such that stagnation of the sensor output occurs in the vicinity of the stoichiometric ratio is stored in the catalyst layer 38 . If the result determined in step 104 is that the condition that the oxygen storage capacity ⁇ predetermined value is not established, the ECU 30 determines that stagnation of the sensor output does not occur even if the sensor output is in the vicinity of the stoichiometric ratio, and moves to the next step to use the sensor output Otn for air-fuel ratio control (step 106 ).
  • the ECU 30 determines whether or not ( ⁇ Otn/ ⁇ Otn ⁇ 1) that shows a change ratio of the output change amount ⁇ Otn is smaller than a predetermined value K (step 110 ).
  • the change ratio of the output change amount ⁇ Otn is small, it indicates that a change in the sensor output Otn is slow.
  • the size relationship between ( ⁇ Otn/ ⁇ Otn ⁇ 1) and the predetermined value K is compared.
  • the ECU 30 determines that a change in the sensor output has not yet become slow, and moves to the aforementioned step 106 to continue to use the sensor output Otn for air-fuel ratio control.
  • step 110 if it IS determined that the condition ( ⁇ Otn/ ⁇ Otn ⁇ 1) ⁇ K is established, the ECU 30 determines that a change in the sensor output has become slow, and moves to the next step to determine whether or not the sensor output Otn is an air-fuel ratio in the vicinity of the stoichiometric ratio (step 112 ). If it is determined as a result that the condition 14.5 ⁇ Otn ⁇ 14.7 is not established, the ECU 30 determines that the air-fuel ratio is not in a region in which stagnation of the sensor output arises, and moves to the aforementioned step 106 to continue to use the sensor output Otn for air-fuel ratio control.
  • the ECU 30 determines that stagnation of the sensor output in the vicinity of the stoichiometric ratio is occurring, and moves to the next step in which the sensor output Otn is corrected to the identified output Ptn (step 114 ).
  • the ECU 30 identifies a change in the actual air-fuel ratio in the vicinity of the stoichiometric ratio based on the sensor output up to a time immediately prior to executing the output correction, and calculates an output that corresponds thereto as the identified output Ptn.
  • the ECU 30 determines whether or not the sensor output has turned from a change to the rich side to a change to the lean side (step 116 ). In this case, specifically, the ECU 30 determines whether the condition ⁇ Otn/ ⁇ Otn ⁇ 1 ⁇ 0 is established. If it is determined as a result that the condition ⁇ Otn/ ⁇ Otn ⁇ 1 ⁇ 0 is established, since it indicates that the sensor output has begun to change towards the lean side, the ECU 30 determines that correction of the sensor output should be ended. In this case, the ECU 30 moves to the aforementioned step 106 to again use the sensor output Otn for air-fuel ratio control instead of the identified output Ptn.
  • the ECU 30 moves to the next step to determine whether or not the output change amount ⁇ Otn is greater than, a predetermined value K2 (step 118 ).
  • a predetermined value K2 a value is used that is previously set as a value that indicates that stagnation of the sensor output has been eliminated. If it is determined as a result that the condition ⁇ Otn>K2 is established, the ECU 30 determines that the sensor output has begun to change, and moves to the aforementioned step 106 to again use the sensor output Otn for air-fuel ratio control instead of the identified output Ptn.
  • step 120 if it is determined that the condition ⁇ Otn>K2 is not established, the ECU 30 determines that the sensor output, is still stagnating, and therefore moves to the next step in which the identified output Ptn is used for air-fuel ratio control as a corrected air-fuel ratio (step 120 ).
  • the sensor output Otn when the sensor output Otn has stagnated in the vicinity of the stoichiometric ratio, the sensor output can be effectively corrected using the identified output Ptn.
  • the sensor output is in the vicinity of the stoichiometric ratio, and the change ratio ( ⁇ Otn/ ⁇ Otn ⁇ 1) of the output change amount ⁇ Otn is smaller than the predetermined value K, the condition regarding the change ratio of the output change amount ⁇ Otn is not required as long as there is the condition regarding the oxygen storage capacity.
  • the rate of output change may be used as an index that indicates that a change in the sensor output Otn has become slow.
  • Embodiment 2 of the present invention is described with reference to FIG. 6 and FIG. 7 .
  • the system of the present embodiment can be implemented using the hardware configuration shown in FIG. 1 by causing the ECU 30 to execute a routine that is shown in FIG. 7 that is described later.
  • a feature according to Embodiment 2 is that a correction period in which correction of the sensor output is executed is set in accordance with the oxygen storage capacity. That is, as described above in Embodiment 1, the oxygen storage capacity changes depending on the exhaust gas atmosphere (air-fuel ratio) and the dwell time thereof.
  • FIG. 6 is a view that illustrates the relationship of the oxygen storage capacity with respect to an integrated value of ⁇ A/F ⁇ dwell time. As shown in FIG. 6 , the oxygen storage capacity increases approximately proportionally with the integrated value of ⁇ A/F ⁇ dwell time until the catalyst layer 38 saturates with oxygen.
  • stagnation of the sensor output in the vicinity of the stoichiometric ratio is an output characteristic that arises due to oxygen stored in the catalyst layer 38 reacting with exhaust gas under a lean atmosphere. Consequently, as shown in FIG. 6 , similarly to the oxygen storage capacity of the catalyst layer 38 , an output stagnation time period of the sensor output increases approximately proportionally with the integrated value of ⁇ A/F ⁇ dwell time until the catalyst layer 38 saturates with oxygen.
  • a configuration is adopted that, utilizing the tendency shown in FIG. 6 , sets a correction period so as to increase as the integrated value of ⁇ A/F ⁇ dwell time increases, in other words, as the oxygen storage capacity increases. Since it is thereby possible to appropriately set the timing for ending correction, a situation in which unnecessary correction is continued can be effectively avoided.
  • FIG. 7 is a flowchart of a routine that the ECU 30 executes according to Embodiment 2.
  • steps 200 to 214 in the routine shown in FIG. 7 processing that is the same as in the above described steps 100 to 114 is executed.
  • the ECU 30 determines whether or not the sensor output Otn tracked the identified output Ptn (step 216 ). In this case, specifically, the ECU 30 determines whether or not a value obtained by subtracting the sensor output Otn from the identified output Ptn is less than 0 (zero).
  • the ECU 30 determines that the sensor output Otn tracked the identified output Ptn and moves to the aforementioned step 206 to use the sensor output Otn as the true air-fuel ratio.
  • the ECU 30 determines that the sensor output Otn is not yet tracking the identified output Ptn, and therefore moves to the next step to determine whether or not the sensor output has turned from a change to the rich side to a change to the lean side (step 218 ). Specifically, here, the ECU 30 executes the same processing as in the aforementioned step 116 .
  • the ECU 30 determines that correction of the sensor output should be ended. Therefore, the ECU 30 moves to the aforementioned step 206 to use the sensor output Otn as the true air-fuel ratio instead of the identified output Ptn.
  • the ECU 30 moves to the next step and determines whether or not the correction period has exceeded an output stagnation time period T (step 220 ).
  • the output stagnation time period T is set based on the oxygen storage capacity that was calculated in the aforementioned step 202 . More specifically, in accordance with the relationship illustrated in FIG. 6 , the higher that the oxygen storage capacity is, the larger the value that the output stagnation time period T is set to.
  • the ECU 30 determines whether or not a correction period from a time that the correction operation with respect to the sensor output in the aforementioned step 214 started exceeds the output stagnation time period T. If it is determined as a result that a condition correction period>output stagnation time period T is established, the ECU 30 determines that stagnation of the sensor output has ended, and moves to the aforementioned step 206 to use the sensor output Otn as the true air-fuel ratio instead of the identified output Ptn. In contrast, in the aforementioned step 220 , if it is determined that the condition correction period>output stagnation time period T is not established, the ECU 30 determines that the sensor output is still stagnating in the vicinity of the stoichiometric ratio. Therefore the ECU 30 moves to the next step in which the identified output Ptn is used as the corrected air-fuel ratio (step 222 ).
  • stagnation time period T is set based on the oxygen storage capacity, a stagnation time period of the sensor output can be accurately ascertained and a timing at which to end correction of the sensor output can be appropriately determined.
  • the actual output stagnation time period is a short period of the extent of an amount of time in which the air-fuel ratio deviates from the stoichiometric ratio while the sensor output is stagnating. Therefore, for example, by adding a deviation amount from the stoichiometric ratio of the air-fuel ratio during a period in which the output is stagnating as a parameter when setting the output stagnation time period T, the output stagnation time period can be set with even greater accuracy.
  • Embodiment 2 an example is described of a case where the air-fuel ratio of exhaust gas straddles the stoichiometric ratio to change from lean to rich, in a case where, conversely, the air-fuel ratio straddles the stoichiometric ratio to change from rich to lean, control can be executed in a similar manner by interchanging the terms “lean” and “rich” with each other in the above description.
  • a target temperature of the sensor element 34 during a period of executing a correction operation may be increased to a higher temperature than a normal target temperature. That is, as described above, stagnation of the sensor output in the vicinity of the stoichiometric ratio is an output characteristic that arises due to oxygen stored in the catalyst layer 38 reacting with exhaust gas under a lean atmosphere. Therefore, if a configuration is adopted in which the target temperature of the sensor element 34 is raised during a stagnation time period of the sensor output to thereby enhance the sensor activity, since the oxygen storage capacity (reducing capacity) in the catalyst layer 38 can be effectively raised, recovery from stagnation of the sensor output at an early stage is enabled. Note that, in the case of executing the aforementioned control, it is preferable to take into account an amount by which the output stagnation time period is shortened as the result of increasing the target temperature of the sensor element 34 when setting the output stagnation time period T.
  • “setting means” according to the fourth invention is realized by the ECU 30 executing the processing in the aforementioned step 220 .
  • heating control means according to the fourth invention is realized by the ECU 30 executing the processing in the aforementioned step 214 .
  • Embodiment 3 of the present invention is described with reference to FIG. 8 .
  • the system of the present embodiment can be implemented using the hardware configuration shown in FIG. 1 by causing the ECU 30 to execute a routine that is shown in FIG. 8 that is described later.
  • stagnation of the sensor output in the vicinity of the stoichiometric ratio is an output characteristic that arises due to oxygen stored in the catalyst layer 38 reacting with exhaust gas under a lean atmosphere. Consequently, in a case where a difference arises between the output stagnation time period T that is set based on the calculated oxygen storage capacity, and an actual output stagnation time period, there is a high possibility that deterioration of the catalyst layer 38 is progressing.
  • Embodiment 3 a configuration, is adopted in which existence/non-existence of deterioration of the catalyst layer 38 is determined by comparing the calculated output stagnation time period T and the actual output stagnation time period.
  • specific processing for determining the existence/non-existence of deterioration of the catalyst layer 38 of the air-fuel ratio sensor 22 is described in accordance with a flowchart.
  • FIG. 8 is a flowchart of a routine that the ECU 30 executes according to Embodiment 3.
  • the ECU 30 acquires the sensor output Otn (air-fuel ratio) of the air-fuel ratio sensor 22 (step 300 ).
  • the ECU 30 calculates the oxygen storage capacity of the catalyst layer 38 (step 302 ).
  • the ECU 30 determines whether or not the oxygen storage capacity is greater than or equal to a predetermined value (step 304 ). In this case, specifically, processing that is the same as in the above described steps 100 to 104 is executed.
  • the ECU 30 determines that stagnation of the sensor output does not occur even if the sensor output is in the vicinity of the stoichiometric ratio, and moves to the next step to end the processing to determine deterioration of the catalyst layer 38 (step 306 ).
  • the ECU 30 determines whether or not ( ⁇ Otn/ ⁇ Otn ⁇ 1) that shows a change ratio of the output change amount ⁇ Otn is smaller than a predetermined value K (step 310 ).
  • processing that is the same as in the above described step 108 is executed.
  • the ECU 30 determines that a change in the sensor output has not yet become slow, and moves to the aforementioned step 306 to end the processing to determine deterioration of the catalyst layer 38 .
  • step 310 if it is determined that the condition ( ⁇ Otn/ ⁇ Otn ⁇ 1) ⁇ K is established, the ECU 30 determines that a change in the sensor output has become slow, and moves to the next step to determine whether or not the sensor output Otn is an air-fuel ratio in the vicinity of the stoichiometric ratio (step 312 ).
  • processing that is the same as in the above described step 108 is executed.
  • the ECU 30 determines that the air-fuel ratio is not in a region in which stagnation of the sensor output arises, and moves to the aforementioned step 306 to end the processing to determine deterioration of the catalyst layer 38 .
  • step 312 if it is determined that the condition 14.5 ⁇ Otn ⁇ 14.7 is established, the ECU 30 determines that stagnation of the sensor output in the vicinity of the stoichiometric ratio is occurring, and moves to the next step in which the ECU 30 determines that output stagnation has started (step 314 ).
  • step 316 the ECU 30 -determines whether or not the sensor output Otn tracked the identified output Ptn (step 316 ).
  • processing that is the same as in the above described step 216 is executed.
  • the ECU 30 determines that stagnation of the sensor output is still continuing, and moves to the next step in which the output stagnation time period is integrated (step 318 ).
  • the output stagnation time period after integration is stored as an actual measured value of the output stagnation time period, and thereafter the ECU 30 again moves to the aforementioned step 314 .
  • the ECU 30 determines that the sensor output Otn tracked the identified output Ptn, that is, the ECU 30 determines that stagnation of the sensor output ended. Thereafter, the ECU 30 moves to the next step to determine deterioration of the catalyst layer 38 (step 320 ).
  • the ECU 30 first calculates the output stagnation time period T based on the oxygen storage capacity calculated in the aforementioned step 302 . More specifically, in accordance with the relationship shown in FIG. 6 , the higher that the oxygen storage capacity is, the larger the value that the output stagnation time period T is calculated as.
  • the ECU 30 determines whether or not the relevant output stagnation time period T is larger than the actual measured value of the output stagnation time period that was stored in the aforementioned step 318 . If it is determined as a result that the output stagnation time period T exceeds the actual measured value, the ECU 30 determines that the actual oxygen storage capacity is lower than the oxygen storage capacity that is calculated based on the air-fuel ratio and the dwell time thereof, and moves to the next step. In the next step (step 322 ), an MIL is lit to notify the operator of the vehicle or the like that the catalyst layer 38 has deteriorated.
  • step 320 if the output stagnation time period T does not exceed the actual measured value, it is determined that the catalyst layer 38 has not deteriorated, and the ECU moves to the aforementioned step 306 to end the processing to determine deterioration of the catalyst layer 38 .
  • deterioration of the catalyst layer 38 of the air-fuel ratio sensor 22 can be effectively determined by utilizing a characteristic of the sensor output that arises under a specific condition.

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JP2008256707A (ja) 2008-05-26 2008-10-23 Toyota Motor Corp 排気センサの制御装置
JP2009180669A (ja) 2008-01-31 2009-08-13 Toyota Motor Corp 空燃比センサ
JP2010127091A (ja) 2008-11-25 2010-06-10 Toyota Motor Corp 排気ガス浄化用触媒の劣化検出方法
WO2010136859A1 (en) 2009-05-29 2010-12-02 Toyota Jidosha Kabushiki Kaisha Air-fuel ratio sensor

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JP2003254049A (ja) * 2002-03-06 2003-09-10 Denso Corp 排出ガスセンサの異常診断装置
JP2005207924A (ja) * 2004-01-23 2005-08-04 Toyota Motor Corp 排気センサの制御装置
JP4811131B2 (ja) * 2006-05-30 2011-11-09 トヨタ自動車株式会社 排気ガスセンサの制御装置
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JPH11247687A (ja) 1998-03-02 1999-09-14 Toyota Motor Corp 内燃機関の空燃比制御装置
JP2009180669A (ja) 2008-01-31 2009-08-13 Toyota Motor Corp 空燃比センサ
JP2008256707A (ja) 2008-05-26 2008-10-23 Toyota Motor Corp 排気センサの制御装置
JP2010127091A (ja) 2008-11-25 2010-06-10 Toyota Motor Corp 排気ガス浄化用触媒の劣化検出方法
WO2010136859A1 (en) 2009-05-29 2010-12-02 Toyota Jidosha Kabushiki Kaisha Air-fuel ratio sensor
JP2010276530A (ja) 2009-05-29 2010-12-09 Toyota Motor Corp 空燃比センサ

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